Traffic Channelizer

ABSTRACT

A system for separating traffic into discrete zones includes a plurality of mounts that may be quickly installed and de-installed from a road surface, and a separator panel secured to the mounts. The overall system therefore provides a physical barrier system that is easily installed and easily modifiable into desired arrangements. The separator panels define visible and aesthetically pleasing physical separation of the traffic into discrete zones.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent application Ser. No. 17/209,825, filed on Mar. 23, 2021 and entitled Traffic Channelizer With Flexible Divider Members, which claims the benefit of priority to U.S. provisional patent application Ser. No. 62/993,789, filed on Mar. 24, 2020 and entitled Traffic Channelizer with Flexible Divider Members, and which is also a continuation-in-part of U.S. patent application Ser. No. 17/118,722, filed on Dec. 11, 2020 and entitled Traffic Channelizer, which itself is a continuation-in-part of U.S. patent application Ser. No. 16/407,023, filed on May 8, 2019 and entitled Traffic Channelizer, which claims the benefit of priority to U.S. provisional patent application Ser. No. 62/668,565, filed on May 8, 2018 and entitled Traffic Channelizer, the contents of each of which being incorporated herein by reference in their entireties.

FIELD OF THE INVENTION

The present invention relates to traffic channelizers generally, and more particularly to apparatus for defining distinct zones that separate intended traffic types, such as among motorized vehicles, non-motorized vehicles, and pedestrians. The present invention is directed to modular systems that may be used to temporarily or permanently establish distinct traffic zones being separated by a continuous or semi-continuous physical barrier, and divider members associated with the physical barrier that may be arranged in a variety of useful and aesthetic configurations.

BACKGROUND OF THE INVENTION

Traffic channelizers have long been used to direct traffic along intended and safe pathways. Examples of traffic channelizers include street painting/striping, guard rails, medians, concrete barrier walls, barrels, and cones. Each of these conventional channelizing devices and techniques, however, have their own limitations in both application and effectiveness.

As society has begun to adopt physical exercise as an important health benefit, municipalities are increasingly designating portions of streets for use only by non-motorized vehicles and/or pedestrians. Surface painting or striping of streets into designated lanes for such non-motorized vehicle and pedestrian use is the most commonly employed technique for formally establishing such designated use zones on streets that also serve motorized vehicles. Surface painting or striping, however, may sometimes be confusing to drivers of motorized vehicles, such that the zone separation intended by the municipalities is inconsistently maintained. Moreover, street conditions can obscure the painting/striping, which renders the zone designations ineffective. Sand, snow, or ice may act to obscure the visibility of painting/striping, and such painting/striping may deteriorate over time.

Another approach to establishing distinct traffic zones is through the use of permanent physical barriers, such as curbing or even completely separate pathways spaced from the motorized vehicle streets. This approach, however, is expensive, and very often not feasible given space constraints.

It is therefore an object of the present invention to provide a traffic channelizing solution that is relatively quick, simple and inexpensive to install, but nevertheless establishes a physical barrier between the designated traffic zones.

It is another object of the present invention to provide a system for separating traffic into discrete zones that is modular in character so as to be easily customizable to the dimensions and configurations of specific applications.

It is a further object of the present invention to provide a system for separating traffic into discrete zones that is conspicuous to both drivers of motorized vehicles and users of the designated non-motorized vehicle/pedestrian traffic zone.

It is a still further object of the present invention to provide a system for separating traffic into discrete zones that does not impede water drainage from the roadway.

SUMMARY OF THE INVENTION

By means of the present invention, discrete traffic zones may be defined by a physical barrier that may be quickly installed and de-installed to meet customized needs and configurations. The system of the present invention may employ one or more separator panels that are connected at their respective ends to mounts that have been placed in a spaced pattern to define the desired boundary. Vertically-oriented separator panels may be employed in the present system to enhance visibility and to create a more conspicuous presence in the traffic separating system. Graphics such as appliques, colors, indicia, designs, and cut-outs may be applied to or used in connection with the separator panels to further enhance visibility of the system and safety to its users.

In one embodiment, a system for separating traffic into discrete zones includes a plurality of mounts anchorable to a road surface, each defining a mount axis that is substantially perpendicular to the road surface. The system further includes a first bracket having a first mount portion and a first connection flange angularly extending from the first mount portion, wherein the first mount portion includes a first mount opening and the first connection flange includes a first mounting feature. A second bracket has a second mount portion and a second connection flange angularly extending from the second mount portion, wherein the second mount portion includes a second mount opening and the second connection flange includes a first mounting feature. The system also includes a first fastener for securing the first bracket to a first one of the mounts through the first mount opening, and a second fastener for securing the second bracket through the second mount opening. A separator panel includes a main body portion extending between a first end flange and a second end flange, with each of the first and second end flanges including a second mounting feature that is configured and arranged to coordinate with the first mounting feature for securing the separator panel to the first and second brackets. The separator panel preferably exhibits graphics.

In some embodiments, the first connection flange extends perpendicularly from the first mount portion, and the second connection flange extends perpendicularly from the second mount portion.

In some embodiments, the first and second mount openings include open-ended slots, and the first and second fasteners include bolts.

In some embodiments, the main body portion of the separator panel is substantially planar between the first and second end flanges. The first and second end flanges may extend perpendicularly from the main body portion, and the first end flange may extend oppositely from the second end flange.

In some embodiments, the first mounting feature includes a first set of two or more first receptacles and the second mounting feature includes a second receptacle, wherein at least one of the first receptacles is operably alignable with the second receptacle. The system may include mounting screws for engagement with the first and second mounting features to secure the separator panel to the first and second brackets.

In some embodiments, the separator panel may be formed from a wire mesh, and the graphics may be defined by cut-out regions of the separator panel.

In some embodiments, the system may include a rail segment pivotally securable to the first and second mounts for pivoting about respective mount axes, with the rail segment supporting the first and second brackets.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of a modular traffic separation system of the present invention;

FIG. 2 is an elevational view of a modular traffic separation system of the present invention;

FIG. 3 is a top view of a modular traffic separation system of the present invention;

FIG. 4 is an exploded elevational view of a modular traffic separation system of the present invention;

FIG. 5 is an exploded perspective view of a portion of a modular traffic separation system of the present invention;

FIGS. 6A-6D are top view illustrations of a modular traffic separation system of the present invention in various relative arrangements;

FIGS. 7A-7C illustrate an embodiment of a rail segment portion of a modular traffic separation system of the present invention;

FIG. 8 is an elevational view of a modular traffic separation system of the present invention;

FIG. 9 is a perspective view of a modular traffic separation system of the present invention;

FIG. 10 is an elevational view of a modular traffic separation system of the present invention;

FIG. 11 is an enlarged view of a portion of a modular traffic separation system of the present invention;

FIG. 12 is an enlarged view of a portion of a modular traffic separation system of the present invention;

FIGS. 13A-13C are perspective views of example divider members and brackets of the present invention;

FIG. 14 is a sequence illustration of an installation process of a modular traffic separation system of the present invention;

FIG. 15 is an enlarged view of a portion of a modular traffic separation system of the present invention; and

FIG. 16 is a perspective view of a modular traffic separation system of the present invention;

FIG. 17 is an elevational view of a modular traffic separation system of the present invention;

FIG. 18A is a front elevational exploded view of a modular traffic separation system of the present invention;

FIG. 18B is a front perspective exploded view of a modular traffic separation system of the present invention;

FIG. 18C is a front elevational assembled view of a modular traffic separation system of the present invention;

FIG. 19 is a front elevational assembled view of a modular traffic separation system of the present invention;

FIG. 20 is a front elevational assembled view of a modular traffic separation system of the present invention;

FIG. 21 is a front perspective view of a portion of a modular traffic separation system of the present invention; and

FIG. 22 is a front perspective view of a modular traffic separation system of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The objects and advantages enumerated above together with other objects, features, and advances represented by the present invention will now be presented in terms of detailed embodiments described with reference to the attached drawing figures which are intended to be representative of various possible configurations of the invention. Other embodiments and aspects of the invention are recognized as being within the grasp of those having ordinary skill in the art.

A traffic separator as described herein includes the basic elements of mounts and separator panels secured between a respective pair of mounts. To create a desired traffic separation configuration, therefore, the mounts may be positioned in a pattern that defines the boundary line or lines established by the separator panels. Because the separator panels may be pivotally secured to the mounts, the established boundary lines may selectively be linear or non-linear.

For the purposes hereof, the term “traffic” means the movement through an area or along a route, including the vehicles and/or pedestrians moving along a route. The traffic separation systems of the present invention may be employed with traffic on both sides of the defined boundary, or may instead be employed with traffic routed on only one side of the defined boundary.

For the purposes hereof, the term “road” means an open way for vehicles and/or people, and may include, for example, streets, sidewalks, parking lots, intersections, paths, and the like. It is contemplated that the traffic separation systems of the present invention may be employed in connection with motorized vehicular traffic, non-motorized vehicular traffic, pedestrian traffic, and combinations thereof.

A schematic representation of the modular traffic separation system of the present invention is set forth in FIG. 1, in which system 10 is used to separate traffic into discrete zones, such as a motorized vehicle traffic zone “A” and pedestrian zones “B” of road 4. As will be described in greater detail hereinbelow, system 10 may be anchored to a road surface 5 in a desired pattern to establish the discrete zones (A, B). The schematic representation of FIG. 1 is intended to be exemplary only, in that it is contemplated that system 10 may be configured to define a wide variety of traffic zones, most notably including bicycle lanes and pedestrian lanes in a road.

An example construction of at least a portion of system 10 is illustrated in FIGS. 2-6 with an elevational view shown in FIG. 2. System 10 includes a plurality of mounts 12 that are anchorable to road surface 5 with anchoring fasteners (not shown). Example anchoring fasteners may include bolts, such as stainless steel Titen Anchors available from Simpson Strong-Tie Company, Inc. Although various other anchoring means are contemplated by the present invention, a three-inch anchor fastener may be employed for anchoring mounts 12 to a concrete road surface 5, and a five-inch anchor fastener may be used to anchor mounts 12 to an asphalt road surface 5. In the illustrated embodiment, mounts 12 may include a plate 14 that is anchorable to road surface 5, and a post 16 extending from plate 14 along a mount axis 18. Anchoring apertures 20 may be provided at mounts 12, such as at plate 14, for receiving anchors therethrough.

In the illustrated embodiment, mounts 12 are discrete apparatus that may be arranged independently of one another. It is contemplated, however, that one or more mounts 12 may be connected to or integrally formed with a foundation body that is shaped in a linear or non-linear configuration associated with an intended boundary arrangement. An example of such a foundation body may include an elongated strip that is curved or jointed as necessary to establish the desired linear or non-linear configuration. In such an embodiment, mounts 12 may be spaced along the foundation body as deemed appropriate.

The illustrated embodiment of mount 12 includes a plate 14 that is of appropriate size and density to support modular system 10. Post 16 extends upwardly from plate 14 along mount axis 18 to suitably support one or more rail segments 22 a, 22 b. Post 16 is preferably configured to permit rail segments 22 a, 22 b to be pivotally secured to the respective mount 12. Accordingly, post 16 may be substantially cylindrical, wherein a respective cylindrical sleeve 24 a, 24 b may pivotally engage about post 16, as described further hereinbelow. It should be understood, however, that a variety of coupling mechanisms, and therefore physical configurations, may be implemented for mount 12 and rail segments 22 a, 22 b to permit pivotal coupling therebetween. Post 16 may be connected to, or integrally formed with, plate 14. In some embodiments, post 16 may be welded to plate 14.

Rail segments 22 a, 22 b each have a respective length “L₁, L₂” along their respective length axes 23 a, 23 b. Rail segments 22 a, 22 b have first and second opposed ends 26 a, 26 b that are pivotally securable to respective mounts 12 for pivoting about respective mount axes 18. In the example illustrated system 10, first rail segment 22 a may be pivotally securable to a first mount 12 a and a second mount 12 b that is spaced apart from first mount 12 a. A second rail segment 22 b may be pivotally securable to second mount 12 b and a third mount 12 c that is spaced apart from the first and second mounts 12 a, 12 b. It is contemplated that rail segments 22 a, 22 b may be of equal or inequal lengths L₁, L₂ to aid in creating a desired overall boundary configuration defined by modular system 10.

Example lengths L₁ L₂ of rail segments 22 a, 22 b include two feet, four feet, six feet, and eight feet. Other lengths L₁ L₂, however, are contemplated as being useful in the present invention. As illustrated more clearly in the exploded views of FIGS. 4 and 5, first and second ends 26 a, 26 b of rail segments 22 a, 22 b may terminate in respective sleeves 24 a, 24 b which are configured to engage about respective posts 16 of mounts 12. Sleeve 24 may be substantially cylindrical and have an inner diameter that is slightly larger than an outer diameter of post 16 so that sleeve 24 may circumaxially engage post 16. To assemble rail segment 22 and mount 12, sleeve 24 may be axially guided into engagement about post 16. A projection 32 may extend radially outwardly from post 16 to support one or more rail segments 22, and particularly sleeve 24 at post 16. Projection 32 may be formed as an annular collar at or spaced axially from plate 14 of mount 12. A function of projection 32 may be to support rail segments 22 at an elevated position above road surface 5, such as by at least about 1 cm. In some embodiments, the lowermost rail segment in modular system 10 may be spaced from road surface 5 by between 1-10 cm, and more preferably between about 4-10 cm. Such spacing permits flow of water or other debris beneath rail segments 22. This may be especially important for the drainage of storm water run-off from the road, such that the instillation of system 10 does not interfere with water drainage.

Mounts 12 are preferably configured to permit a plurality of distinct rail segments 22 to be pivotally secured thereat. By doing so, the boundary defined by rail segments 22 may be made substantially continuous. Moreover, coupling of a plurality of rail segments to a single mount reduces total hardware needed for system 10, and reduces installation time and labor. The illustrated embodiment enables a rapid and simple assembly of rail segments to a respective mount 12, simply by sequentially axially engaging sleeves 24 of respective rail segments 22 about post 16. As illustrated in FIG. 4, respective ends 26 b of first and second rail segments 22 a, 22 b may be pivotally securable to second mount 12 b in an axially stacked arrangement, with sleeves 24 b axially stacked at and about post 16 along mount axis 18. It is contemplated, however, that other configurations may be employed to axially stack respective ends of rail segments 22 a, 22 b at a respective mount 12.

A particular feature of rail segments 22 a, 22 b is the arrangement of sleeves 24 a, 24 b, in which the axial stacking described above may be accomplished simply by inverting one of the rail segments with respect to the other of the rail segments at a particular mount 12. As illustrated, rail segment 22 b may be inverted about its length axis 23 b so that sleeve 24 b of rail segment 22 b is axially stackable with sleeve 24 b of rail segment 22 a in a manner that the total stacked axial dimension of sleeves 24 b is substantially equal to a height “H” of rail segment 22. This way, rail segments 22 a, 22 b may be both pivotally securable at a single mount 12 while maintaining a substantially level plane coinciding with upper surfaces 25 a, 25 b of rail segments 22 a, 22 b.

Another rail segment embodiment is illustrated in FIGS. 7A-7C, wherein rail segment 122 includes a length “L₃” between first and second ends 126 a, 126 b along a length axis 123. Rail segment 122 includes a height “H₃” that is perpendicular to length axis 123.

Rail segment 122 includes first and second sleeves 124 a, 124 b that are pivotally securable to respective mounts 12 for pivoting about respective mount axes 18. In some embodiments, respective sleeves 124 a, 124 b are configured to engage about respective posts 16 of mounts 12. Sleeves 124 a, 124 b may be substantially cylindrical and have an inner diameter that is slightly larger than an outer diameter of post 16 so that a respective sleeve 124 a, 124 b may circumaxially engage post 16.

A first imaginary line 129 parallel to length axis 123 separates height H₃ into an upper region 131 a and a lower region 131 b. In some embodiments, line 129 bisects height H₃ into the upper and lower regions 131 a, 131 b. In the embodiment illustrated in FIG. 7A, first sleeve 124 a extends only from upper region 131 a, while second sleeve 124 b extends only from lower region 131 b. First and second sleeves 124 a, 124 b may be integrally formed with the remainder of rail segment 122, or may be separate bodies connected to a central body 121 of rail segment 122. It is contemplated that the rail segments of the present invention may be configured consistent with any of the illustrated embodiments, as well as other embodiments which pivotally secure to mounts in a manner to efficiently establish a traffic channelizer. In the embodiment illustrated in FIG. 7A, for example, first imaginary line 129 bisects height H₃. It is to be understood, however, that rail segment 122 may include any number of sleeves or other mechanisms for pivotally connecting to mounts. Moreover, certain embodiments may not be so limiting with respect to the positioning of sleeves 124 a, 124 b at only respective upper and lower regions 131 a, 131 b.

FIGS. 7B and 7C illustrate an efficiency of constructing a modular system of the present invention that is introduced by the configuration of rail segment 122 illustrated in FIG. 7A. In particular, rail segments 122 a, 122 b, 122 c may be consecutively installed at mounts (not shown) to form the arrangement shown in FIG. 7C as a result of the “alternating” position of first and second sleeves 124 a, 124 b. Thus, an installer may first secure a first rail segment 122 a to first and second mounts 12 by pivotally engaging a first sleeve 124 a of first rail segment 122 a about post 16 of first mount 12, and pivotally engaging a second sleeve 124 b of first rail segment 122 a about post 16 of a second mount 12. The installer may then secure a second rail segment 122 b to the second mount and a third mount by pivotally engaging a first sleeve of the second rail segment 122 b about post 16 of the second mount in an axially stacked arrangement with the second sleeve of the first rail segment 122 a along the mount axis, as is illustrated in FIG. 7C. The installer may move sequentially from post to post installing respective rail segments without need for strategical planning of inverting the rail segments or a specific order of placement of the rail segments.

It is to be understood that rail segments 12, 122 may employ features other than, or in addition to, first and second sleeves 124 a, 124 b to pivotally connect with respective mounts 12. Structure capable of facilitating a pivoting connected relationship between the rail segments and the mounts may generally be useful in the present invention. In some embodiments, desirable connection structure establishes a continuous physical barrier between adjoining traffic zones. The illustrated sleeves 124, for example, may be axially stacked at respective mounts 12 so that the physical barrier established by the rail segments 22 is substantially uninterrupted across the joints where adjoining rail segments are pivotally secured. Such an arrangement provides both a substantially continuous physical and visual traffic barrier that assists in safely channelizing among distinct traffic zones. Therefore, the connection apparatus employed between the rail segments and the mounts of the present invention preferably establishes a substantially continuous barrier of intermeshed rail segments. The axially stackable sleeves of adjacent rail segments 122 at a respective joint 12 accomplishes that goal.

To secure rail segments 22 a, 22 b at respective mounts 12, a cap 36 is preferably securable to mount 12. In some embodiments, cap 36 may be secured to mount 12, and specifically post 16, with a bolt 37 received through an aperture 38 in cap 36, and threadably engaged with a weld nut 40 secured within post 16. Weld nut 40 may, in some embodiments, be welded to an inner wall of post 16. Cap 36 may have an outer diameter that is equal to or greater than an outer diameter of sleeves 24 to retain rail segments 22 at mount 12.

Post 16 may be configured so that a mount height dimension H_(m) is substantially equal to a sum of sleeve heights H_(s) axially stacked at mount 12. In this manner, cap 36 secures sleeves 24 at post 16 to prevent significant axial movement of sleeves 24. Where only a single rail segment is mounted at a post 16, an end collar 44 may be engaged at post 16 to axially stack with a sleeve 24 of a respective rail segment 22. End collar 44 therefore takes up the axial space at post 16 that would otherwise be assumed by a collar 24 of an axially stacked rail segment 22.

Cap 36 may include a side wall 42 that defines a receptacle 43 for securing a delineator 50 to mount 12. Delineator 50 may be secured to extend axially along mount axis 18 from mount 12. Delineators 50 may be utilized to make modular system 10 more conspicuous. In some embodiments, delineators 50 may extend at least one meter from mount 12, although other axial dimensions for delineators 50 are contemplated by the present invention. Use of an array of delineators 50 in system 10 may significantly increase the visibility of modular system 10, and thereby enhance the safety functionality thereof. To further enhance visibility, particularly at night, light-reflective paint or decals 52 may be affixed to delineators 50.

A flexible joint 56 may be provided for securing delineator 50 to mount 12. In some embodiments, flexible joint 56 comprises a rubber body that is secured in place in receptacle 43 with a bolt, pin, or other fastener (not shown). Flexible joint 56 may be configured so that, when delineator 50 is secured to mount 12, flexible joint 56 extends axially beyond wall 42 of cap 36. The rubber body of flexible joint 56 preferably permits elastic deflection of delineator 50 from alignment with mount axis 18. Such flexibility minimizes the risk of damage to modular system 10 upon impact to a delineator 50.

FIGS. 6A-6D illustrate the pivotal connection of rail segments 22 a, 22 b, and how such pivotal connection facilitates a variety of linear and non-linear boundary configurations. It is to be understood that FIGS. 6A-6D represent only two adjoining rail segments, and that many applications involve a large number of pivotally connected rail segments in linear and non-linear arrangements.

System 10 may further include one or more divider members 60, such as that illustrated in FIGS. 8-10. Divider members 60 may be utilized in place of, or in connection with delineators 50. The embodiment illustrated in FIG. 9 shows divider members 60 used in conjunction with delineators 50. Divider members 60 may be employed to improve the visibility of the traffic channelizer system, as well to provide distinct aesthetic qualities to the system.

FIGS. 8-10 provide examples of a myriad array of design possibilities for divider members 60. Preferably, divider members 60 are flexible, so that the shapes created on installation of divider members 60 to system 10 are defined by the divider member length, spacing between connections points, and the orientation of the connection points. These factors impact the arc radius of the divider members 60 because the divider members 60 flex to accommodate the spacing and orientation of the connection points. The length of each divider member 60 is defined as the dimension between the first and second ends along the divider member body. When the divider member 60 is in a linear configuration, therefore, the divider member length is a linear dimension between its first and second ends. The flexible divider members 60 may extend along a rail plane that passes vertically through each rail segment and in spaced relationship with the respective rail segment by virtue of having a divider member length that is greater than the spacing dimension between the connection flanges securing the first and second ends of the respective divider member 60. However, it is to be understood that the flexible divider members 60 may deviate from the rail plane between respective connection points within the system 10. A flange spacing dimension “Y” is the dimension between the connection points of the respective connection flanges securing respective first and second ends of the flexible divider member, with the spacing dimension “Y” typically being determined along a line or plane most directly connecting the connection points of the respective connection flanges.

Divider members 60 may be secured to system 10 with brackets 62, which are themselves directly or indirectly secured to mounts 12 in the manner described above with respect to cap 36. In some embodiments, brackets 62 may be secured at mount 12 by being secured to post 16 with one or more bolts 37 threadably engaged with the weld nut 40 secured within post 16. In these embodiments, brackets 62 secure sleeves 24 at post 16 to prevent significant axial movement of sleeves 24, and also provide a connection point to couple to divider members 60. FIG. 11 illustrates an example bracket 62 of the present invention, which replaces cap 36 in previously-described embodiments. Bracket 62, in the embodiment illustrated in FIG. 11, includes connection flanges 64 which are angled from a bracket plane 66 to a desired extent. In some embodiments, bracket angle 68 may be between about 15-90 degrees. The embodiment in FIG. 12 illustrates a bracket 62 with a single connection flange 64. The embodiment in FIG. 10 illustrates brackets 62 with connection flanges 64 each with a bracket angle of 90°. It is contemplated that some brackets 62 may include a plurality of connection flanges having different bracket angles 68.

In some embodiments, such as that shown in FIGS. 13A-13C, brackets 62 may include a slot opening 63 for securing bracket 62 at mount 12 without the need to completely remove bolt 37 from weld nut 40. Instead, bolt 37 may be loosened sufficiently to permit bracket 62 to be positioned in place by guiding bolt 37 into slot opening 63. In this manner, divider members 60 may be pre-attached to respective brackets 62 and secured to an existing installed system 10. FIG. 14 illustrates an example assembly process, in which bolt 37 is initially loosened sufficiently to permit bracket 62 of divider member 60 to be positioned under cap 36 with bolt 37 passing into slot opening 63. Once in place, bolt 37 may be re-tightened to secure bracket 62 between cap 36 and sleeve 44 of mount 12. In other embodiments, it is contemplated that bracket 62 may be secured to mount 12 by being positioned between bolt 37 and cap 36, wherein bolt 37 is positioned within slot opening 63 and tightened to secure bracket 62 against an upper surface of cap 36.

FIG. 15 is an enlarged view of a coupling of first and second divider members 60A, 60B to a connection flange 64 of bracket 62. In this embodiment, first and second divider members 60A, 60B include apertures (not shown) that may be aligned for receiving one or more connection bolts 72 therethrough. The fasteners, such as bolts 72, pass through respective apertures in connection flange 64, first and second divider members 60A, 60B, and a mounting plate 74. In this manner, first and second divider members 60A, 60B may be sandwiched between connection flange 64 and mounting plate 74, and secured in place by bolts 72. It is contemplated that any number of one or more divider members 60 may be secured to a connection flange 64 of bracket 62. It is further contemplated that divider members 60 may be secured to connection flange 64 through a variety of connection means, such as fasteners, adhesives, welding, friction fit, and the like. In preferred embodiments, divider members 60 may be removably secured to bracket 64 for ease of assembly/disassembly.

FIGS. 16 and 17 illustrate another embodiment utilizing different shapes of divider members 160, brackets 162, and bracket flanges 164. In this example, one or more divider members 160 may extend between respective first and second bracket flanges 164 a, 164 b of brackets 162 a, 162 b. Bracket 162 a and bracket flange 164 a are similar in configuration to bracket 62 and bracket flange 64 illustrated in FIGS. 12, 14, and 15, while bracket 162 b is more analogous to bracket 62 illustrated in FIG. 10. In particular, bracket 162 b may have at least a flange portion thereof extending at an angle with respect to bracket plane 66. In the illustrated embodiment, the flange portion of bracket 162 b extends perpendicularly with respect to bracket plane 66. Bracket flange 164 b may be integrally formed with or separately connected to bracket 162 b to secure divider member 160 to bracket 162 b. In some embodiments, a connector member may be used to connect divider member 160 to bracket 162 b, such as to the flange portion 164 b thereof.

In some embodiments, as illustrated in FIGS. 16 and 17, brackets 162 may support signage 168 or other features. Additionally, it is contemplated that brackets 162 may be used in combination with, or replaced by, delineators 50. In such embodiments, divider members 160 may be secured between combinations of brackets 162 and/or delineators 50 that are connected to respective mounts 12.

FIGS. 18A-20 illustrate separator panels 270 that may form a traffic channelizer either alone or in combination with mounts 12 and optionally rail segments 22. Separator panels 270 may be configured to enhance the visibility and aesthetics of a traffic channelizing system, with example dimensions ranging from 0.5-2 meters in width and height in a substantially planar arrangement. Various sizes and shapes for separator panels 270, however, are contemplated as being useful in the present invention. Separator panels 270 may be fabricated from one or more of a variety of materials, such as metals, glass, wood, and plastic, and may be solid or non-solid. In some embodiments, separator panel 270 may be formed from a wire mesh pattern. In some embodiments, separator panel 270 may include graphics, which are defined for the purposes hereof as visual images, designs, or indicia on, in, or defined by a surface or body. In some embodiments, the graphics include one or more cut-out regions from separator panel 270, such that the graphics are defined by a relationship between the separator panel 270 and the regions removed from separator panel 270. The cut-out regions may, for example, be laser cut or stamped. In some embodiments, separator panel 270 may support graphics in the form of labels, covers, appliques and the like.

One embodiment of a system 210 of the present invention is illustrated in FIGS. 18A-18C, wherein rail segment 222 may be secured to respective mounts 212 as described hereinabove with respect to system 10 for use in connection with one or more separator panels 270. In the illustrated embodiment, end collars 244 may also be employed to axially stack with a respective sleeve 224 of rail segment 222 about post 216 of mount 212. FIGS. 18A and 18B illustrate system 210 in exploded views, while FIG. 18C illustrates system 210 in an assembled view. Brackets 262 may be secured to respective mounts 212, either directly or indirectly via rail segment 212, with respective bolts 237 received in weld nuts (not shown). Brackets 262 may preferably include a mount portion 265 and a connection flange 264. In some embodiments, connection flange 284 is integrally formed with mount portion 265 to form a monolithic bracket 262, while in other embodiments, connection flange may be a body that is affixed to mount portion 265. In some embodiments, connection flange 264 extends substantially perpendicularly from mount portion 265. It is contemplated, however, that various spatial relationships among mount portion 265 and connection flange 264 may be employed in systems of the present invention.

As best illustrated in FIG. 18B, mount portion 265 of bracket 262 may include a mount opening 263 for receiving bolt 237 therethrough. In some embodiments, mount opening may be in the form of a slot for securing bracket 262 without the need to completely remove bolt 237 from weld nut 240. Instead, bolt 237 may be loosened sufficiently to permit bracket 262 to be positioned in place by guiding bolt 237 into slotted opening 263. In this manner, separator panels 270 may be pre-attached to respective brackets 262 and secured to an existing installed system.

Separator panel 270 preferably includes a first end flange 272, a second end flange 274, and a main body portion 276 extending between first and second end flanges 272, 274. In some embodiments, main body portion 276 is substantially planar, extending along plane “A”, and first and second end flanges 272, 274 extend out of plane A from main body portion 276. In some embodiments, first and second end flanges 272, 274 extend perpendicularly out of plane A from main body portion 276. In some embodiments, first and second end flanges 272, 274 extend in opposite directions out of plane A from main body portion 276. First and second end flanges 272, 274 preferably include second mounting features 278 that are configured to retainably interact with corresponding first mounting features 268 associated with bracket 262. In some embodiments, second mounting features 278 include receptacles that are specifically configured to engagably receive respective mounting screws or bolts 268 that may also pass through respective receptacles 269 in connection flange 264 of bracket 262. In the illustrated embodiment, mounting screws 268 extend through respective first receptacles 269 and are received in or through respective first receptacles 269 in a respective one of first and second flanges 272, 274. Mounting screws 268 therefore may be used to secure separator panel 270 to brackets 262 at first and second flanges 272, 274.

In the illustrated embodiment, brackets 262 may include a first set 267 a of two or more first receptacles 269, wherein at least one first receptacle 269 of first set 267 a is operably alignable with a respective second receptacle of second receptacles 278. In the illustrated embodiment, brackets 262 include first and second sets 267 a, 267 b of first receptacles 269, wherein each set 267 a, 267 b include two first receptacles 269. The arrangement of first and second sets 267 a, 267 b of first receptacles 269 facilitate the operable alignment of first receptacles 269 and second receptacles 278 when mounting brackets 262 to separator panel 270. In some embodiments, first and second end flanges 272, 274 extend in opposite directions out of plane A from main body portion 276. In this arrangement, second receptacles 278 of first flange 272 may be operably alignable with a “left” one of receptacles 269 of each of sets 267 a, 267 b, and second receptacles 278 of second flange 274 may be operably alignable with a “right” one of receptacles 269 of each of sets 267 a, 267 b. This arrangement facilitates a preferred alignment of separator panel 270 with brackets 262, as well as being centered over rail segment 222.

FIG. 18C illustrates an assembled system 210 in which separator panel 270 is affixed to brackets 262, which in turn are affixed to mounts 212 via rail segment 222. FIG. 19 illustrates an assembled system 280 in which separator panel 270 is affixed to brackets 262, which in turn are directly affixed to mounts 212. FIG. 20 illustrates an assembled system 290 in which separator panel 270 is affixed to brackets 262, which in turn are directly affixed to the road or other support surface with bolts 237.

FIGS. 21 and 22 illustrate an embodiment in which upper surfaces 225 a, 225 b of rail segments 222 a, 222 b include a mount receptacle 227 for operably receiving a mounting fastener, such as bolt 237. In this manner, a bracket 262 may be mounted along a length of rail segment 222. An example embodiment of the present invention utilizing mount receptacle 227 is shown at FIG. 22, wherein brackets 262 are secured at respective mounts 212 or at mounting receptacles 227 of rail segment 222. It is also contemplated that other accessories may be secured to system 210 by fastening to mount receptacle 227. For example, an installer may secure accessories/brackets at intervals of less than a full length of rail segment 222, such as at one-half length intervals, to increase versatility of attachments to rail segment 222.

As described above, divider members 60, 160 are preferably flexible to accommodate a variety of configurations when installed at system 10. FIGS. 8-17 provide several examples of design possibilities with divider members 60, 160 of different lengths, with different attachment schemes, with one or a plurality of divider members at a given connection flange, with different bracket configurations, and with or without use in conjunction with a delineator 50. In some embodiments, divider members 60, 160 may have a width of between about 1-5 inches and a thickness of between above 0.1-0.5 inches. Divider members 60, 160 may be fabricated from various materials with dimensions that enable sufficient flexibility to meet the configurational options available in system 10 of the present invention.

It is contemplated that mounts 12, 212 and rail segments 22, 222 and brackets 62, 162, 262 are fabricated from strong and durable materials such as, for example, steel treated for rust resistance with galvanization or other methods, stainless steel, aluminum, metal alloys, polymers, polymer blends, and carbon fiber. Delineators 50 may be fabricated from a relatively rigid and lightweight material such as various polymers. Divider members 60, 160 may be fabricated from various polymers, such as high-density polyethylene (HDPE). A particular design of systems 10, 210, 280, 290 includes mounts 12, 212 rail segments 22, 222 and brackets 62, 162, 262 fabricated from galvanized steel, and delineators fabricated from extruded polyvinylchloride and divider members 60, 160 fabricated from HDPE.

The invention has been described herein in considerable detail in order to comply with the patent statutes, and to provide those skilled in the art with the information needed to apply the novel principles and to construct and use embodiments of the invention as required. However, it is to be understood that the invention can be carried out by specifically different devices and that various modifications can be accomplished without departing from the scope of the invention itself. 

What is claimed is:
 1. A system for separating traffic into discrete zones, said system comprising: a plurality of mounts anchorable to a road surface, each defining a mount axis substantially perpendicular to the road surface; a first bracket having a first mount portion and a first connection flange angularly extending from the first mount portion, wherein the first mount portion includes a first mount opening, and the first connection flange includes a first mounting feature; a second bracket having a second mount portion and a second connection flange angularly extending from the second mount portion, wherein the second mount portion includes a second mount opening, and the second connection flange includes another first mounting feature; a first fastener for securing the first bracket to a first one of the mounts through the first mount opening; a second fastener for securing the second bracket through the second mount opening; and a separator panel having a main body portion extending between a first end flange and a second end flange, with each of the first and second end flanges including a second mounting feature that is configured and arranged to coordinate with the first mounting feature for securing the separator panel to the first and second brackets, the separator panel exhibiting graphics.
 2. The system as in claim 1 wherein the second fastener is arranged to secure the second bracket to a second one of the mounts through the second mount opening.
 3. The system as in claim 1 wherein the first connection flange extends perpendicularly from the first mount portion, and the second connection flange extends perpendicularly from the second mount portion.
 4. The system as in claim 3 wherein the first and second mount openings include open-ended slots.
 5. The system as in claim 3 wherein the first and second fasteners include bolts.
 6. The system as in claim 3 wherein the main body portion of the separator panel is substantially planar between the first and second end flanges.
 7. The system as in claim 6 wherein the first and second end flanges extend perpendicularly from the main body portion.
 8. The system as in claim 7 wherein the first end flange extends oppositely from the second end flange.
 9. The system as in claim 8 wherein the first mounting feature includes a first set of two or more first receptacles and the second mounting feature includes a second receptacle, wherein at least one of the first receptacles is operably alignable with the second receptacle.
 10. The system as in claim 9, including mounting screws for engagement with the first and second mounting features to secure the separator panel to the first and second brackets.
 11. The system as in claim 8 wherein the separator panel is formed from a wire mesh.
 12. The system as in claim 11 wherein the graphics are defined by cut-out regions of the separator panel.
 13. The system as in claim 12, including a rail segment pivotally securable to the first and second mounts for pivoting about respective said mount axes, the rail segment supporting the first and second brackets.
 14. The system as in claim 13 wherein at least one of the first and second brackets are securable to a respective mount receptacle of the rail segment.
 15. The system as in claim 14 wherein the mounts include a plate anchorable to the road surface and a post extending from the plate along the mount axis. 